Method and device for road user interaction

ABSTRACT

A method for interaction between a first road user and a second road user wherein the first road user sends a driving maneuver request into the surroundings of the first road user; the second road user receives a request signal indicative of the driving maneuver request; the second road user accepts the driving maneuver request; acceptance of the driving maneuver request is signaled to the first road user; and driving maneuver recommendations determined based on the driving maneuver request are signaled to the first road user and/or to the second road user.

PRIORITY CLAIM

This patent application is a U.S. National Phase of International PatentApplication No. PCT/EP2017/059683, filed 24 Apr. 2017, which claimspriority to German Patent Application No. 10 2016 207 791.0, filed 4 May2016, the disclosures of which are incorporated herein by reference intheir entireties.

SUMMARY

Illustrative embodiments relate to a method for interaction between afirst road user and a second road user and also relates to a device fora first road user for interacting with a second road user.

BRIEF DESCRIPTION OF THE DRAWINGS

Disclosed embodiments are now explained with reference to theaccompanying drawings. The disclosure is not restricted to theillustrated or described embodiments.

FIG. 1 illustrates a schematic illustration of a traffic situation towhich disclosed embodiments can be applied;

FIG. 2 illustrates a display panel in a transportation vehicle accordingto a disclosed embodiment during a method for interaction between roadusers;

FIG. 3 illustrates a display panel of a transportation vehicle duringanother method operation according to a disclosed embodiment;

FIG. 4 illustrates a display panel of a transportation vehicle accordingto a disclosed embodiment during a further method operation;

FIG. 5 illustrates a visualization of a transportation vehicle as can beused in disclosed embodiments;

FIG. 6 illustrates a display panel during a method operation accordingto a disclosed embodiment;

FIG. 7 schematically illustrates a later time of the traffic situationillustrated in FIG. 1;

FIG. 8 illustrates a display panel of a transportation vehicle accordingto a disclosed embodiment a method operation according to a disclosedembodiment;

FIG. 9 illustrates an alternative illustration to the illustration shownin FIG. 8;

FIG. 10 illustrates a display panel of a transportation vehicleaccording to a disclosed embodiment in a further method operationaccording to a disclosed embodiment;

FIG. 11 illustrates a flowchart of an exemplary embodiment of thedisclosed method;

FIG. 12 illustrates a device for a first road user for interacting witha second road user according to a disclosed embodiment, and

FIG. 13 illustrates a transportation vehicle according to a disclosedembodiment which comprises the device illustrated in FIG. 12.

DETAILED DESCRIPTION

DE 10 2012 218 935 A1 discloses a freeway merging assistant andcontroller, wherein the transportation vehicle merging control systemcomprises a carrier communication system in a carrier transportationvehicle for interchanging transportation vehicle position andtransportation vehicle kinematic data with a remote communication systemin at least one remote transportation vehicle. A carrier processor usespositions and movement paths to determine a time until the carriertransportation vehicle and the remote transportation vehicle crossduring a merging maneuver, and a carrier transportation vehicletransmits a carrier transportation vehicle intention message tonegotiate a merging position between the carrier transportation vehicleand the at least one remote transportation vehicle. The carriertransportation vehicle also carries out the merging maneuver using thenegotiated merging position. The driver's merging intention istransmitted and the acceptance of the driver's merging intention by theremote transportation vehicle is received. The driver is informedwhether the negotiated merging position is accepted. The carriertransportation vehicle and the remote transportation vehicle cancontinuously interchange mutual speed profiles and lane positions tocoordinate the merging maneuver.

DE 10 2013 212 255 A1 discloses a method for interchanging informationbetween at least two transportation vehicles, wherein the firsttransportation vehicle transmits information for assessing the freespace in front of it to the second transportation vehicle and the latteruses this information to assess and/or initiate corresponding drivingmaneuvers. An item of information relating to the free space is receivedby the second transportation vehicle and can be optically oracoustically output to a driver of the second transportation vehicle.

EP 1 699 033 B1 discloses a driver assistance method, wherein anavigation device has a touchscreen and outputs an image in which thedriver's transportation vehicle is represented on a map together withroad markings. A guidance system can ask the driver whether he wishes tomerge into a recommended space and can look for another space or anothergap if the driver declines. The transportation vehicle can be equippedwith a vehicle-to-vehicle communication system, and the position, speedand acceleration of another transportation vehicle can be received.

JP 2012 083 995 A2 discloses a merging assistance system, whereintransportation vehicle communication is carried out, wherein theposition and speed of the transportation vehicle are transmitted, andwherein the transportation vehicle speed is adjusted.

Conventional methods for assisting with the driving behavior of aplurality of road users do not result in smooth, unhindered guidance ofthe transportation vehicles in all situations. Disclosed embodimentsprovide a method for interaction between a first road user and a secondroad user and to propose a device for a first user for interacting witha second road user, wherein drawbacks in the prior art are at leastpartially overcome.

Disclosed embodiments use human machine interaction (HMI) concepts whichare aimed at optimizing the interaction between various road users.Disclosed embodiments can use networking technologies, for example,“Vehicle-to-Vehicle” or “Vehicle-to-Infrastructure” technologies(referred to as “V2V” and “V2X” below). In this case, a conventionalWLAN standard or else a mobile communication technology, for instance,4G or 5G networks, can be used to transmit data and signals, forexample. According to disclosed embodiments, these technologies can beused to improve the direct interaction (or else indirect interaction viaone or more intermediate stations, for instance, transmitting andreceiving masts, servers) between various road users (vehicle tovehicle, vehicle to pedestrian, vehicle to motorcycle, vehicle to truck,etc.). Disclosed embodiments can improve the maneuver-based interactionin the sense of “direct cooperation”. Secondarily, it is also possibleto optimize the traffic flows in the sense of traffic management.

With regard to the configuration of the display and operating concepts,a fundamental paradigm shift can therefore occur. Conventional systemswere substantially aimed at improving the interaction between the driverand his own transportation vehicle systems (for example, for the purposeof controlling driver assistance or infotainment systems). The HMIconcepts described in the present application are aimed at optimizingthe interaction between different road users. This extended context inwhich the explicit communication between cooperation partners plays acentral role, for example, the transmission of requests or offers, thepossibility of accepting or rejecting the latter, the derivation ofspecific recommended actions etc., provides space for an abundance ofinnovative interaction concepts which can improve the interaction ofvarious road users in traffic.

Disclosed embodiments can also be highly relevant to the entireautomation range. For the field of highly automated systems, the focusmay be on external communication concepts which are intended to make thebehavior of an automatically driving transportation vehicle with respectto a pedestrian comprehensible, for example, pedestrian was detected,transportation vehicle waits etc. However, results of a large-scalesurvey show that, according to the prior art, approximately 30% of allcooperation processes fail. The disclosed embodiments aim to reduce oreven solve these and further problems. In this case, the disclosedembodiments can implement the process of representing the respectiveenvironment of a road user and the intentions of these surrounding roadusers in a transparent and comprehensible manner. In addition, disclosedembodiments are aimed at improving the ability to communicate thisinformation. Disclosed embodiments also allow the communicationcomplexity to be kept as low as possible. According to disclosedembodiments, the practice of making requests and subsequent offers willnot be any more laborious than the communication according to the priorart. Disclosed embodiments can simplify particular interactionoperations and can even carry them out automatically.

At least one disclosed embodiment provides a method for interactionbetween a first road user and a second road user. In this case, themethod comprises transmitting a driving maneuver request from the firstroad user into its surroundings, receiving a request signal indicativeof the driving maneuver request in the second road user, accepting thedriving maneuver request in the second road user, signaling theacceptance of the driving maneuver request in the first road user, andsignaling a respective driving maneuver recommendation determined on thebasis of the driving maneuver request to the first road user and/or tothe second road user.

The method can be carried out inside a system comprising the two roadusers or else can be carried out using one or more central entities, forinstance, servers, transmitting/receiving units etc. Electromagneticradio waves can be used to transmit signals between the road users. Forexample, an industrial WLAN technology or a mobile radio technology canbe used to transmit the signals. The road users may be, for example,transportation vehicles, for instance, an automobile, a truck or amotorcycle, or a cyclist or else a pedestrian. The driving maneuverrequest which is emitted by the first road user can be directed to amultiplicity of other road users in the surroundings, in particular, inthe transmission area of the first road user. The surroundings of thefirst road user can be defined, for example, by the range of atransmitter which is carried by the first road user, for instance, isinstalled in a transportation vehicle. Alternatively, the surroundingsof the first road user can be defined by a further central entity, forinstance, a server with transmitting/receiving units which initiallyreceives the driving maneuver request from the first user and, on thebasis thereof, emits a request signal indicative of the driving maneuverrequest, for instance, from one or more transmitting and receiving mastswhich are outside both the first road user and the second road user. Thesurroundings may be, for example, an area of space within a circle andfirst road user which has a radius of 1 to 3 km, for example. Othervalues are possible.

The second road user can either directly receive the driving maneuverrequest from the first road user without a derived request signalindicative of the driving maneuver request first having been generatedfrom the driving maneuver request by a further entity or a furthertransmitter, or can receive the content of the driving maneuver requestvia the request signal which is indicative of the driving maneuverrequest and has been generated and emitted by an external transmitter(after receiving the original driving maneuver request). A mobile radiotechnology, for example, 4G or 5G technology, can be used for thispurpose, for example. Both the first road user and the second road usermay comprise systems for transmitting and receiving radio signals. Forexample, both road users may have V2V equipment.

The driving maneuver request can be received in a multiplicity of otherroad users. Not all of these other road users must accept the drivingmaneuver request. However, at least the second road user accepts thedriving maneuver request and can transmit the acceptance to the firstuser. The acceptance of the driving maneuver request can be visuallysignaled in the first road user, in particular, in a freely programmablecombination display (also called FPC). The freely programmablecombination display can be arranged in a central region of the cockpitof a transportation vehicle, for example, between further instrumentdisplays. The FPC can comprise a two-dimensional screen which is able todisplay color images. The FPC can be a touchscreen, thus enablinginteraction with a driver of the transportation vehicle. On the basis ofthe driving maneuver request, a first driving maneuver recommendationfor the first road user and/or a second driving maneuver recommendationfor the second road user can be determined and can also be signaled tothe respective road user. The FPC can likewise be used for thissignaling. This enables signaling which can be well perceived by thedriver, which can facilitate and improve the driving safety andperformance of future driving maneuvers.

The driving maneuver request can comprise an intention of the first roaduser to carry out a particular driving maneuver. Examples of drivingmaneuvers are, for example, merging on a freeway, a lane change on afreeway, on a highway or in urban traffic, overtaking a transportationvehicle traveling in front, turning left or right, parking in a parkingspace, in particular, with reversing, allowing another road user whichactually has right-of-way to pass, etc.

The driving maneuver recommendation can comprise, for example, braking,acceleration, keeping the speed constant, pulling out, turning, asteering movement, actuation of a transportation vehicle light, etc.

Disclosed embodiments make it possible for various road users tocooperate to reduce mutual obstruction.

The respective driving maneuver recommendation can also be based on aposition and/or a speed and/or an acceleration and/or a (previouslytraveled and/or future (for example, extrapolated)) trajectory of atleast one of the road users) and determined and/or can also bedetermined on the basis of a road geometry. In this case, the drivingmaneuver recommendation can be continuously calculated on the basis ofthe changing characteristics of the road user states and can berespectively communicated to the relevant road users and visuallydisplayed there, in particular, in the FPC. The driving maneuverrecommendation can therefore be determined with greater accuracy to bedetermined, in particular, in a consistent (mutually acceptable) mannerbetween the various road users and in such a manner that it can alsoactually be implemented.

Furthermore, the first and/or the second road user can carry out arespective driving maneuver according to the request and/or according tothe relevant driving maneuver recommendation, either by manuallycontrolling the transportation vehicle or by automatic, autonomouscontrol of the transportation vehicle without human interventions.

According to disclosed embodiments, while carrying out respectivedriving maneuvers in the first road user and/or the second road useraccording to the driving maneuver request and/or the driving maneuverrecommendation, it is possible to visualize both road users and/or thedriving maneuver recommendation in the first and/or the second roaduser. Alternatively or additionally, it is also possible to visualize,in at least one road user to which a driving maneuver recommendation hasbeen signaled, the driving maneuver recommendation together with theroad user to which a driving maneuver recommendation has been signaled,in particular, on the FPC. This makes it possible to transmit clear,transparent signaling to respective drivers of the transportationvehicles. For example, the driver's own transportation vehicle can berepresented in a central position and in a particular color, whereas thetransportation vehicle of the second road user can be represented in anon-central region of the cockpit display and/or in another color, forinstance, white. A driving maneuver recommendation can be visualized byarrows (for example, for braking, acceleration, turning), for example.The representation can be carried out in an animated manner, that is tosay the movement of the respective other road user is clear as a resultof a change in the position of the representation of the other road userover time. It is also possible to carry out an animated representationwith an infrastructure, for instance, together with the road.

According to disclosed embodiments, it is also possible to signal tovisually represent on the FPC, whether or not a driving maneuver ispossible in the first road user and/or the second road user, forexample, by accordingly coloring an area which can be traveled on orcannot be traveled on. It is therefore possible to avoid a drivingmaneuver which could result in a collision, for example. A suitablecolor representation, for instance, an orange area or a red area, couldbe used to indicate that a particular region currently cannot betraveled on and the corresponding driving maneuver is therefore notpossible.

The method can also comprise transmitting, from one of the road users,its own position and/or its own future driving maneuver and/or its owndriving state and/or its own driving light states to the respectiveother road user. The respective driving maneuver recommendation cantherefore be determined in a more reliable manner and a driving maneuvercan then be accordingly carried out. Further data relating to the stateand movement state of the road users can be interchanged.

The reception of the driving maneuver request can comprise visualizingthe driving maneuver request on a display panel in the second road user.This visualization can also represent or comprise, in particular, adesired trajectory of the requesting road user. An easily comprehensiblerepresentation can therefore be provided, which can increase safety ofthe method and reliability.

The acceptance of the driving maneuver request can comprise, in thesecond road user, manually actuating a switching mechanism (for example,a button, a touchscreen) and/or a voice input and/or actuating a brakelever (for example, a brake pedal) and/or automatic acceptance by anautomatic drive controller. The manner in which the driving maneuverrequest is accepted can be configurable in a corresponding device andcan be selected according to the driver's wishes. After the drivingmaneuver request has been accepted, a display system, in particular, anFPC, can change over to a cooperation context, which can be easilydiscerned by the driver on account of a changed layout, to signal aconnection to or cooperation with another road user in a transparentmanner for the driver.

The acceptance of the driving maneuver request can comprise, in thesecond road user, transmitting a response signal to the first road user.The response signal can be transmitted using the same technology as orusing different technology than that used to initially transmit thedriving maneuver request from the first user. The response signal can betransmitted to the first road user directly or indirectly via one ormore intermediate entities or servers or receiving and transmittingmasts.

The acceptance of the driving maneuver request can comprise, in thefirst road user, signaling and/or visualizing the acceptance and/ordisplaying the direction of the second road user. The driver cantherefore already orient himself to where the cooperation partner issituated. Furthermore, he can prepare himself for his intention to carryout a driving maneuver being supported by another road user.

It is noted that features which have been described, provided or usedindividually or in any combination in connection with a method forinteraction between a first road user and a second road user canlikewise be applied, individually or in any combination, to a device fora first road user for interacting with a second road user according todisclosed embodiments.

At least one disclosed embodiment provides a device for a first roaduser for interacting with a second road user. In this case, the devicehas a transmitter for transmitting a driving maneuver request from thefirst road user into its surroundings (also, in particular, a receiverfor receiving a response from another road user) and a display devicefor signaling the acceptance of the driving maneuver request afterreceiving a request signal indicative of the driving maneuver requestand accepting the driving maneuver request in the second road user.

Disclosed embodiments also provide a transportation vehicle, forinstance, an automobile, a truck or a motorcycle, comprising a devicefor a first road user for interacting with a second road user.

Disclosed embodiments also provide a system having a firsttransportation vehicle and a second transportation vehicle each having adevice for interacting with another road user.

Road users which do not wish to accept the driving maneuver request cansignal this by inactivity. A rejection can be assumed if a particularroad user does not positively respond or does not respond at all to thedriving maneuver request within a particular interval of time.

A head-up display (HUD), for example, installed in the interior in frontof the windshield, can be used to signal, visualize and/or display thedriving maneuver request, the acceptance of this request, the drivingmaneuver recommendation or other information for one or both of the roadusers. A head-up display is a display system in which the driver canretain his head posture or viewing direction because the information canbe projected into his field of vision in an otherwise transparentscreen. Head-up displays generally comprise an imaging unit, an opticsmodule and a projection area. The imaging unit generates the image. Theoptics module with a collimator and deflection guides the image onto theprojection area. This area may comprise a reflective, transparent panel.The user of the windshield projector therefore sees the reflectedinformation from the imaging unit and, at the same time, the actualworld behind the panel. Other display systems can be used, for instance,LED screens, LCD screens, IPS screens, plasma screens etc., which can beintegrated in the cockpit, for example.

To explain a method for interaction between a first road user and asecond road user according to at least one disclosed embodiment, asituation 2 of driving onto and merging on a freeway, as schematicallyillustrated in FIG. 1, is considered below. In this case, FIG. 1 shows aplan view of a part of a freeway having lanes 1, where an on-ramp 3 tothe freeway 1 is situated. A transportation vehicle B represents asecond road user already driving on the freeway. A transportationvehicle A represents a first road user on the on-ramp 3 wishing to enterthe lanes 1 of the freeway. Upon reaching the on-ramp 3, thetransportation vehicle A emits a driving maneuver request 7 (a generalrequest) to the surrounding traffic according to at least one disclosedembodiment, which request is transmitted by radio waves 5. The radiowaves 5 code the driving maneuver request 7 and are emitted by thetransportation vehicle A in all directions. The transportation vehicle A(first road user) therefore searches for a cooperation partner which cansupport the merging process.

To inform the driver of the transportation vehicle A of the transmitteddriving maneuver request 7, an FPC-based display is provided, asillustrated in FIG. 2. In this case, FIG. 2 shows a display panel insidethe transportation vehicle A (first road user) when the driving maneuverrequest 7 is emitted. The driving maneuver request 7 comprises theintention of the transportation vehicle A to enter the freeway 1, whichrequires support for the merging from another road user. Therepresentation on the display panel 9 in the transportation vehicle Acomprises a special visualization 11 in a central region, wherein thedriver's own transportation vehicle (transportation vehicle A) isrepresented from behind in the center. Waves 5 which transport thedriving maneuver request 7 are indicated as a circle from thetransportation vehicle A. The representation 11 may be a pop-up and maybe superimposed on the previously displayed content of the FPC. Thisinformation can be acknowledged by actuating the “OK” field 13, with theresult that the previously displayed content (for example, navigationcontext) can be displayed again. The acknowledgement can be carried outby a steering wheel button or a knob or a button on a touchscreen.Alternatively, the representation 11 can change to the originallydisplayed content again after a certain period. The visualization can becarried out by a propagation as waves (animated or as a stationaryimage) to indicate the propagation or emission of the driving maneuverrequest 7. Furthermore, running text 15 (or stationary text) can informof the transmission of the request 7. This operation (transmission ofthe request) can likewise be illustrated by displaying a simple LEDsymbol.

The display panel 9 also comprises a tachometer 17, a water temperatureindicator 19, a speed indicator 21 and a fuel level indicator 23. Thedisplay unit 9 can comprise further elements and can represent furtherinformation in the central region 11 depending on requirements.

The driving maneuver request 7 can be received by a plurality of roadusers 25 (see FIG. 1). However, not all of these road users have toreact to this request and therefore do not respond to the request 7.These other road users 25 are therefore excluded as cooperation partnersfor the transportation vehicle A. The driving maneuver request 7 is alsoreceived by the transportation vehicle B.

FIG. 3 illustrates a display panel 27 of the transportation vehicle B(second road user) at the time at which a representation 29 providinginformation relating to a request from a road user appears in thecentral region of the display panel 27. The driver of the transportationvehicle B can also be informed of the request from the transportationvehicle A by a pop-up, as illustrated in FIG. 3. In this case, thedriver's own transportation vehicle is in the center of the screen, thatis to say the transportation vehicle B is in the center of the screen inthe representation 29. The lanes 1 of the freeway and the on-ramp 3 orthe acceleration lane 4 are also indicated. The desired trajectory 31 ofthe requesting transportation vehicle A is also represented as a colored(for example, orange-colored) line of arrows 31. The route to thismerging trajectory is represented as a simple dotted line 33. Differentways of confirming this request are possible. For example, the requestcan be accepted by explicitly actuating the OK button 35. Alternatively,actuation of the brake, for example, can result in the request beingaccepted. If the transportation vehicle B does not react to the requestwithin a predetermined period, either nothing at all is transmitted tothe transportation vehicle A or a rejection is transmitted to thetransportation vehicle A. The representation 29 is then no longervisible. In the case of a positive confirmation, the previouslydisplayed FPC context (for example, navigation or media) isautomatically replaced with the cooperation context.

FIG. 4 illustrates the display panel 27 of the transportation vehicle Bafter the request from the transportation vehicle A has been accepted.The driver's own transportation vehicle B is again in the center of therepresentation 37 in the center of the display panel 27. The entireenvironment, that is to say the digitally known environment or theenvironment identified by sensors or data evaluation, is representedwithin a three-dimensional world or surroundings. In this case, therepresentation comprises both road geometries and infrastructures andphysical characteristics of the environment as well as further roadusers and their properties and intentions. If other road users are stilloutside the direct interaction area but are important for theinteraction, simplified visualizations are used in the sense ofrepresentations which are not very complex. As one example, thetransportation vehicle A is represented by a white arrow 39. The upperpart 31 shows the line of arrows, which has already been described withreference to FIG. 3, as the likely trajectory. The distance which hasalready been covered is illustrated by the dotted line 33. The horizonof the representation 37 can be used for text messages and forcooperation-based status messages. A display field 41 in therepresentation 37 indicates that the request has been confirmed. Theinformation field 43 indicates what type of transportation vehicle thetransportation vehicle A is. Further recommended actions andtrajectories or intentions of other transportation vehicles can beindicated using the information shown in the representation 37.

In this case, the driver's own transportation vehicle can besupplemented with graphical properties, as illustrated in greater detailin FIG. 5. A blue-transparent area 45 below the transportation vehicleB, for example, can indicate the cooperation entered into with anothertransportation vehicle, for example. On the other hand, a line of arrows47 can indicate a recommended action (also called driving maneuverrecommendation). In the example illustrated, the sequence of arrows 47pointing forward can indicate an acceleration recommendation. Drivingmaneuver recommendations can be displayed to the driver in differentways. The sequence of arrows 47 can be represented in an animated form.

FIG. 6 again illustrates the display panel 9 of the transportationvehicle A, but at a time after the transportation vehicle B has acceptedthe driving maneuver request 7, with the result that a representation 49is given on the display panel 9. The confirmation of the request istherefore also visualized to the driver of the transportation vehicle A.Full-area displays and pop-up representations are possible for thispurpose. Furthermore, the transparent areas already described above canbe used, which areas appear only when cooperation has been entered intoor confirmed. In the present example of the representation 49, atransparent area 51 is represented around the transportation vehicle Aand an arrow 53 shows the direction of that road user which has acceptedthe request.

In the meantime, positions of the transportation vehicle A and of thetransportation vehicle B have moved into positions, as illustrated inFIG. 7. If the transportation vehicles are in the direct interactionarea, as illustrated in FIG. 7, both transportation vehicles can bedisplayed in FPC contents of the respective other transportationvehicle. In the meantime, the transportation vehicle A is therefore inthe acceleration lane 4 of the freeway 1.

FIG. 8 illustrates the display panel 27 of the transportation vehicle Bat a time corresponding to the time illustrated in FIG. 7. In this case,the digital representation of the transportation vehicle A in theright-hand lane 4 can initially be seen. To be able to betterdistinguish it from the driver's own transportation vehicle B, thecooperation partners can be represented with a lower level of detail,for example, in white here. Information can also be additionally givenusing the second transportation vehicle or further transportationvehicles. In this case too, it is possible to use a line of arrows 31,but this can differ from that of the driver's own transportation vehiclein terms of shape, length and color. The trajectory of the othertransportation vehicle can be used to visualize its current accelerationbehavior and its likely lateral guidance or its current maneuver. Theprocess can be aborted by actuation or one-off actuation of the highbeam, as indicated in the information field 55.

At the time illustrated in FIG. 7, the representation 53 is presented inthe center of the display panel 27 in transportation vehicle B. Thereverse arrows 57 directed downward in front of the driver's owntransportation vehicle B indicate a driving maneuver recommendation forthe driver's own transportation vehicle B, here a brakingrecommendation. The area 59 under and beside the transportation vehicleA indicates the area needed to change lane (maneuvering area). The area59 can have an orange color, for example, and can indicate that a lanechange is currently not possible, with the result that a lane changemaneuver is not possible. The area 59 which runs under thetransportation vehicle A to the adjacent lane represents the spaceneeded to change the driving side (“maneuvering area”). Since thetransportation vehicle B is still beside the transportation vehicle A,it is not yet possible to change lane, which is why the area has anorange color. The red line of arrows 57 in front of the transportationvehicle A also represents a braking recommendation.

Alternatively, braking recommendations can also be made by displayingsmaller “widgets” having corresponding symbols, as is indicated in analternative representation 61 of the display panel of the transportationvehicle B by the information field 63 in FIG. 9 at the same time. Atemporal sequence of the recommendations or recommendations which arestill pending or are not yet current can additionally also berepresented by the widgets behind one another.

In addition to driving maneuver recommendations for the transportationvehicle B, driving maneuver recommendations consistent with therecommendations given to transportation vehicle B can also be output tothe transportation vehicle A. The recommendations can be consistentlydetermined by identical processors or logic units in the transportationvehicles A and B or can alternatively be determined by a central entityor a master processor in one of the road users. It is therefore possibleto ensure that the recommendations for the various road users do notresult in unwanted driving situations, for instance, collisions.

Over the subsequent course of time, the position of the transportationvehicle A changes, as is continuously represented on the display panel27 of the transportation vehicle B, for instance, in a representation 65in FIG. 10. In this case, the representation 65 shows an imminent lanechange of the transportation vehicle A from the acceleration lane 4 tothe lane 1. Since the transportation vehicle A is initially just outsidethe maneuvering area 59, this is still marked as blocked and thereforehas an orange color. In a next operation, this area 59 would either begiven a different color or would no longer be represented.transportation Vehicle A would then drive onto the freeway.

In all transportation vehicles represented (the driver's owntransportation vehicle and all other transportation vehicles which canbe “digitally” detected), the stop lights and possibly also the otherlight signals can also be displayed according to the actual use. Inaddition, the graphical representation can also be used to distinguishon the basis of which information the transportation vehicles arerepresented in the digital environment. Transportation vehicles whichhave been included in the representation on account of the V2Vtechnology, for example, as described above, can therefore berepresented with full areas and with a relatively high degree of detail.Transportation vehicles which have been captured only by an on-boardsensor system (radar or ultrasound) could be represented in anothermanner (for example, in a semi-transparent manner and/or by a standardform). In addition, transportation vehicles which are represented onaccount of very uncertain information could be visualized in a formwhich has been reduced even further. BLUETOOTH® or WLAN signals whichare picked up and are not emitted for the purpose of identification byother road users can be used as the basis for this very uncertaincategory, for example. Heat signatures which can be determined by aninfrared sensor system are also possible for this purpose.

FIG. 11 illustrates a sequence of a method 70 for interaction between afirst road user and a second road user according to at least onedisclosed embodiment. In a method operation at 71, a driving maneuverrequest is transmitted from the first road user to its surroundings. Ina method operation at 73, a request signal indicative of the drivingmaneuver request is received in the second road user. In a methodoperation at 75, the driving maneuver request is accepted in the secondroad user. In a method operation at 77, the acceptance of the drivingmaneuver request is signaled in the first road user, and, in a methodoperation at 79, a driving maneuver recommendation respectivelydetermined on the basis of the driving maneuver request is signaled tothe first and/or the second road user.

FIG. 12 schematically illustrates a device 80 for a first road user forinteracting with a second road user. The device 8 has a transmitter 81having an antenna 83 for transmitting a driving maneuver request fromthe first road user into its surroundings. The device 80 also has adisplay device 85 for signaling the acceptance of the driving maneuverrequest after receiving a request signal indicative of the drivingmaneuver request and accepting the driving maneuver request in thesecond road user.

FIG. 13 schematically illustrates a transportation vehicle 90 accordingto at least one disclosed embodiment, which transportation vehiclecomprises a device 80 as illustrated in FIG. 12.

LIST OF REFERENCE SIGNS

-   1 Freeway lane-   3 On-ramp-   4 Acceleration lane-   5 Electromagnetic waves-   7 Driving maneuver request-   A First road user-   B Second road user-   9 Display panel of the first road user-   11 Central representation-   13 Confirmation contact area-   15 Text information-   17 Tachometer-   19 Temperature meter-   21 Speedometer-   23 Fuel level indicator-   27 Display panel of the second road user-   29, 37, 53, 61 Representations on the display panel of the second    road user-   31 Future trajectory-   33 Previous trajectory-   35 Confirmation area-   41, 43 Text information areas-   39 Position of the transportation vehicle-   45 Transparent areas-   47 Driving maneuver recommendation of an acceleration-   51 Transparent area indicating cooperation-   53 Direction to the cooperation partner-   49, 11 Representations on the display panel of the first road user-   63 Symbol of a braking recommendation-   59 Maneuvering area-   70 Method-   71, 73, 75, 77, 79 Method operations-   80 Device for a first road user for interacting with a second road    user-   81 Transmitter-   83 Antenna-   85 Display device-   90 Transportation vehicle

The invention claimed is:
 1. A method for interaction between a firstroad user and a second road user, the method comprising: transmitting adriving maneuver request from the first road user into its surroundingenvironment; receiving a request signal indicative of the drivingmaneuver request by the second road user; accepting the driving maneuverrequest by the second road user; signaling the acceptance of the drivingmaneuver request to the first road user; and signaling a respectivedriving maneuver recommendation for completing the accepted drivingmaneuver request to the first road user and/or to the second road user,wherein, while carrying out respective driving maneuvers by the firstroad user and/or the second road user according to the request and/orthe driving maneuver recommendation, the method further comprises:displaying a visual representation of road geometries in the surroundingenvironment of the first and/or second road user to the first and/orsecond road user; and displaying visual representations of both thefirst and second road users in their relative orientations on the visualrepresentation of the road geometries to the first and/or the secondroad user; and/or displaying a visual representation of the drivingmaneuver recommendation on the visual representation of the roadgeometries to the first and/or second road user.
 2. The method of claim1, wherein the respective driving maneuver recommendation is determinedbased on a position and/or a speed and/or an acceleration and/or atrajectory of at least one of the road users and/or a road geometry. 3.The method of claim 1, further comprising signaling whether or not adriving maneuver is possible to the first road user and/or the secondroad user.
 4. The method of claim 1, further comprising transmitting,from one of the road users, its own position and/or its own futuredriving maneuver and/or its own driving state and/or its own drivinglight states to the respective other road user.
 5. The method of claim1, wherein the reception of the driving maneuver request comprisesdisplaying a visual representation of the driving maneuver request on adisplay panel for the second road user.
 6. The method of claim 1,wherein the acceptance of the driving maneuver request by the secondroad user comprises manually actuating a switching mechanism and/or avoice input and/or actuating a brake lever and/or automatic acceptanceby an automatic drive controller.
 7. The method of claim 1, wherein theacceptance of the driving maneuver request by the second road usercomprises transmitting a response signal to the first road user.
 8. Themethod of claim 1, wherein signaling the acceptance of the drivingmaneuver request comprises signaling and/or visualizing the acceptanceand/or displaying the direction of the second road user to the firstroad user.
 9. A device for a first road user for interacting with asecond road user, the device comprising: a transmitter configured totransmit a driving maneuver request from the first road user into itssurrounding environment; a display unit configured to signal anacceptance of the driving maneuver request to the first road user inresponse to the second road user receiving a request signal indicativeof the driving maneuver request and accepting the driving maneuverrequest, wherein a driving maneuver recommendation for completing theaccepted driving maneuver request is signaled to the first road user onthe display unit, wherein, while carrying out respective drivingmaneuvers by the first road user and/or the second road user accordingto the request and/or the driving maneuver recommendation, the displayunit is configured to: display a visual representation of roadgeometries in the surrounding environment of the first road user to thefirst road user; and display visual representations of both the firstand second road users in their relative orientations on the visualrepresentation of the road geometries to the first road user; and/ordisplay a visual representation of the driving maneuver recommendationon the visual representation of the road geometries to the first roaduser.
 10. The device of claim 9, wherein the driving maneuverrecommendation is determined based on a position and/or a speed and/oran acceleration and/or a trajectory of at least one of the road usersand/or a road geometry.
 11. The device of claim 9, wherein whether ornot a driving maneuver is possible is signaled on the display unit tothe first road user.
 12. The device of claim 9, wherein the devicetransmits from the first road user its position and/or its futuredriving maneuver and/or its driving state and/or its driving lightstates to the second road user.
 13. The device of claim 9, wherein thereception of the driving maneuver request includes displaying a visualrepresentation of the driving maneuver request on a display unit for thesecond road user.
 14. The device of claim 9, wherein the acceptance ofthe driving maneuver request by the second road user comprises manuallyactuating a switching mechanism and/or a voice input and/or actuating abrake lever and/or automatic acceptance by an automatic drivecontroller.
 15. The device of claim 9, wherein the acceptance of thedriving maneuver request by the second road user comprises transmittinga response signal to the first road user.
 16. The device of claim 9,wherein the acceptance of the driving maneuver request comprisessignaling and/or visualizing the acceptance and/or displaying thedirection of the second road user to the first road user.